Automatic buffer coupling



March 14,. 1939, 1 KURTssY ATTORNEY Patented Mar. 14, 1939 PATENT' oFFicE AUTOMATIC BUFFER ooUPLING Lszl Krtssy, Berlin, Germany, assigner to Union Kupplung Aktiengesellschaft, Luxemburg,

Luxemburg Application October 30, 1934, Serial No. 750,637 In Germany November 13, 1933 25 Claims.

The invention relates to an automatic buffer coupling for railway vehicles which, though of small dimensions in width and length, has a considerable range of engagement, and, in spite of a small number of individual parts, satisfactorily meets the several requirements of practical working conditions; it is moreover especially suited for embodiment as a buffer as well as a coupler on present day carriages, Without having to make any substantial alterations in the latter.v

`To the foregoing and other ends, the present invention consists broadly in an automatic buffer coupling for railway vehicles, comprising a cou pler head formed by two diametrically opposite projections, each projection comprising two surfaces, one inclined to the central longitudinal vertical plane and the other inclined to the central horizontal plane of said head so as to constitute horizontal and vertical guiding surfaces, the planes containing said horizontal guiding surfaces substantially intersecting in the central vertical plane of said head and the planes containing said vertical guiding surfaces substantially intersecting in the central horizontal plane of said'head, impact faces arranged transversely to the direction of traction at the extremities of said projections, two diametrically opposite recesses disposed circumferentially between said projections having the negative formof the latter, and coupling means arranged to engage similar means on an opposing coupler head of like design.

A substantially symmetrical disposition of the facial layout of the diametral projections with respect to the longitudinal axis of the head is preferred, while for the purpose of reducing the working height of the head without reducing the effective range of engagement of the coupling, the head is vertically offset downwards with respect to the axis of traction and compression and the coupling means 4is mounted in the upper projection.

Such a coupler head is preferably so formed as to provide vertical and horizontal guiding surfaces whose planes intersect in or near the longi tudinal axis of the head, these surfaces interrupting the lateral and vertical directing surfaces.

A coupler head according to the present invention admirably lends itself to economic production in a simple compact and robust form capable of standing up well to the impact effects of rough shunting operations or other rough uses. f

In order that the present invention may be the more readily understood reference is made to the constructional forms illustrated by way of eX- arnple in the accompanying drawing in which:

Fig. 1 shows a side elevation of a coupler head according to the present invention.

Fig. 2 is a front elevation of the coupler head.

Fig. 3 is a plan view of the coupler head.

Fig. 4 is a perspective view of the coupler head, showing the projections and recesses thereof.

Figs. 5, 6, '7 and '7a are details of the construction of the head and of the lock.

The coupling-together of two coupling heads I is effected by means of the diametral projections defined by the guiding surfaces 3, 4 and 5 and 3', 4 and 5' respectively as shown in Figs. l and 2. The projections of one coupling head can enter the substantially corresponding spaces Ydefined by the surfaces 9, I0 and II and 9', III and II respectively of the other coupling head. The extent of the range of engagement depends upon the inclination and length of the edges 6 and B and upon the length of the edges 1, 8, 'I' and 8'. The latter also prevent the aforesaid projections from penetrating the air coupling cavity lying in rear of the surface I6.

The coarse adjustment of the heads on their longitudinal axis is effected by means of the stepped surfaces I2, I3, I2' and I3 whose planes pass through or substantially through the coupling axis B-B of the'head, the ne adjustment or centering being effected by means of the fillets I4, I4', I5 and I5' on said surfaces. The fillets I4, I4', I5 and I5 project somewhat from the setback surfaces I3, I3', I2 and I2'.

The buffer thrusts are taken by the surfaces 5, 5', II and II'. For this purpose the surfaces 9, I, 9' and I0' are so set back as to leave an air space between them and the surfaces 3, 4, 3 and 4' of the counter coupling in the coupled state. The distance of the main axis A-A of the draw and buffer gear from the surfaces 5 and I I determines the magnitude of the buffer force acting through the surfaces 5 and II'. The surfaces 5', II' are fully or substantially relieved in the event of the main axis A-A of the draw and buffer gear lying higher than the lower edge of the'surface 5. In this case, the surfaces 5 and Il merely serve the purpose yof adjusting the couplings if their axes form an angle. The surfaces 5' and II' draw the couplings downwards should both of them endeavour to rise or to rear up.

The air coupling is housed in an yopening in the surface I6 lying in the centre or medially of the head. When the surface I6 formed on the connecting wall 8l (Fig. 3) is not set back behind the central plane it can likewise be used for the purpose of transmitting the buer force.

In the case Aof assembled lheads the coupling, and consequently the transmission of the tractive efforts, is effected by interlocking, one behind the other, the hooks i 'i' (lying in the upper projection of the head transversely to the direction of pull) of a movable locking member 2 (see Fig. '7). These hooks Il' project through the stepped surfaces i3 and, when being coupled, are either pressed back momentarily by the edge I8 of the opposing head or are pressed back by mutual contact of their forward or nose surfaces I9. Spring pressure brings them into the coupling position. The nose surface may be arranged slightly inclined to the traction direction.

Figs. l, 2, 6 and 7 show methods of disengagements in which the movable locking member is designed in the form of a cylindrical (or prismatic) bolt 2 displaceable transversely to the direction of'pull. To disengage the coupling, all that is necessary is to draw back the locking member against spring pressure 29 and friction; this may be effected by means, for example, of a disengaging finger 22 (see Fig. 7) mounted on a disengaging lever. If care be taken to see that, during the disengagement, the locking member is turned slightly7 on its longitudinal axis and is moved back in this turned position when the disengaging lever is released, the front edge of the nose i? (see Fig. 7) will be caused to lie transversely across the front edge of the nose of the counterpart locking member, thus preventing the re-coupling of two disengaged heads, even though the carriages, that is to say, the heads, are not drawn apart until later on (periodic locking position). This turning of the knuckle pin is effected, for example, by means of a suitably designed cam slot 23 whose inner edges in conjunction with a pin 2li rigidly mounted in the casing of the head automatically effect the turning. The returning of the pins into their normal position is likewise effected automatically by the front surfaces i9 striking against each other. The spring plate 25 is by means of the pin 26, which projects into a slot in the pin 2, turned at the same time as the pin 2, thus preventing any returning of thepin turned into the periodic locking position, which would Otherwise take place owing to the torsion of the spring.

In order to give the pin 2 a large bearing surface and nevertheless a certain amount of play 2i, 28 in the guide, the pin receiving opening of the head may consist of two laterally displaced boi-ings together constituting an elongated opening, see also Fig. '7a.

In order that the edge I8 (see Fig. 5) of the disengaged coupling shall not obstruct the removal of the opposing coupling by fouling its projecting pin, an inclined surface Si) is provided which presses the opposing pin back and thus permits of the parts sliding apart.

Fig. 6 shows how whilst retaining the size of the stepped surface i3 (see Fig. 2), the pin lock may be strengthened by giving the pin an elongated cross section which may conveniently have radius ends so as to enable the opening in the head to be formed by boring or milling.

In order also to enable a coupling (for example, that shown in Fig. l) to engage with couplings whose height of nose if (see Fig. 6) is greater, the surface I3 is given a trough form such as by the inclined surfaces 3Q and S (see Fig. 5) into which the longer nose of such a dissimilar coupling may intrude and ride. In this way it becomes possible to be able to couple together, unhindered, couplings whose pin-ends are dimensioned for different tractive forces, i. e., which differ in height.

During engagement of the couplers, the coupling bolts recoil mutually by their oblique faces; as soon as the bufing faces of the heads meet, the noses are freed and fit one behind the other and the coupler is locked. The coupling bolt 2 transmits the tractive efforts directly to the body of the coupler.

The head shape in addition to being of small dimensions has a considerable range of engagement. This may be expressed in the very satisfactory proportional number of 70 to 90% for the range of engagement, that is to say, the heads'can accommodate side differences which amount to '7G to 90% of the width of the coupled heads. ment, the head has no unduly prominent horns, projections or the like projecting frontwards, so that risk of damage or breakages during rough shunting operations is reduced. Nor has the head shape any lateral overhanging grips. The lock itself is a single cylindrical or equivalent pin, whereby a light, compact, simple, and sturdy construction is insured well suited for rough shunting operations. The middle of the head, Where the guide surfaces converge is a well protected and suitable place for mounting the air coupling.

What I claim is:

l. Automatic buffer coupling for railway vehicles, comprising a coupler head formed by two diametrically opposite projections, each projection comprising two surfaces, one inclined to the central longitudinal vertical plane and the other inclined to a medial horizontal plane of said head so as to constitute horizontaland vertical guiding surfaces, the planes containing said horizontal guiding surfaces substantially intersecting Vin said central vertical plane of said head and the planes containing said vertical guiding surfaces substantially intersecting in the said medial horizontal plane of said head, impact faces arranged transversely to the direction of traction at the extremities of said projections, two diametrically opposite recesses disposed circumferentially between said projections having the reverse form of the latter, and coupling means arranged to engage similar means on an opposing coupler head of like design.

2. Automatic buffer coupling for railway vehicles, comprising a coupler head formed by two diametrically opposite projections symmetrically disposed with respect to the longitudinal axis of the head, each projection comprising two surfaces, one inclined to the central longitudinal vertical plane and the other inclined to a medial horizontal plane of said head so as to constitute horizontal and vertical guiding surfaces, the planes containing said horizontal guiding surfaces substantially intersecting in said central vertical plane of said head and the planes containing said vertical guiding surfaces substantially intersecting in the said medial horizontal plane of said head, impact faces arranged in a plane perpendicular tovthe direction of traction at the extremities of said projections, two diametrically opposite recesses disposed circumferentially between said projections having the reverse form of the latter, and coupling means arranged to engage similar means on an opposing coupler head of like design.

With this considerable range of engage- 3. `Automatic buffer coupling for railway vehicles as in claim l, having said head vertically offset downwards with respect to the axis of traction and compression or shank of the coupling and vhaving the coupling means mounted in the upperl projection so that a desirable lower workingl height of the head above said axis is attained lwithout sacrificing the range of Vengagement of the coupling. f

4.`Coupling according lto claim additional-impact surface formed on ing wall between the projections.

5. Coupling according-to claim 1, having an additional impact surface formed on a connecting wall between the projections, said additional siu'face surrounding a bore adaptedto receive an air coupling.

y6. Coupling according to claim 1, in which said head has horizontal and vertical edges at the intersection of the vertical and horizontal guiding surfaces with the impact faces of said projectionsfor the purpose of determining the eX- tent of the engaging range of the heads.

'7. Automatic buffer coupling for railway vehicles, comprising a coupler head formed by two diametrically opposite projections, each projection comprising two surfaces, one inclined to the central longitudinal vertical plane and the other inclined to a medial horizontal plane of said head so as to constitute horizontal and vertical guiding surfaces, the planes containing said horizontai guiding surfaces substantially intersecting in the central vertical plane of said head and the planes containing said vertical guiding surfaces substantially intersecting in the said medial horizontal plane of said head, impact faces at the extremities of said projections, said guiding surfaces being arranged with respect to the impact faces so that clearance is left between the guiding surfacesI of opposing coupler heads, two diametrically opposite recesses disposed circumferentially between said projections having the reverse form of the latter, and coupling means arranged to engage similar means on an opposing coupler head of like design, said head being vertically offset downwards with respect to the axis of traction and compression or shank o-f the coupling to reduce the working height thereof without reducing the effective range of engagement of the coupling.

8. Automatic buffer coupling for railway vehicles comprising a coupler head formed by two l, having an a connectldiametrically opposite projections, a locking member mounted in one of said projections, and capable o-f interlocking with a like member in an opposing coupling of like design, said head having two diametrically opposite recesses disposed circumferentially between said projections having the reverse form of the latter, each of said projections and recesses having guiding surfaces for mutual lateral and vertical directingv of opposing coupler heads. of like design into coupling position, upper and lower pairs of impact faces for said head, the lower impact surfaces being of different depth so that the impact surface on one projection does not extend to the same depth as the other lower impact surface, said head being vertically offset withA respect to the axis of traction and compression or shank ofthe coupling so that both the tractive and compressive forces areftransmitted by that projection of the coupler head in which said locking member is mounted.

9. Coupling according to claim l, in which said head has the lower edge of the lateral directing surface of the lower projection straight.

10. Automatic buffer coupling for railway or like `vehicles comprising a coupler head formed by tWo diametrically opposite projections and two substantially corresponding diametral recesses, each of said projections and recesses having inclined guiding surfaces for mutual lateral and vertical directing of opposing coupler heads of like design into coupling position; a vertically disposed guiding surface; a locking member projecting through said vertical surface and capable of interlocking with a like locking member in an opposing head of like design; said head being vertically offset with respect toi-the axis of traction and compression or shank of the coupling so that both the tractive and compressive forces are transmitted by that projection of the coupler head in which said locking member is mounted. 1

l1. Coupling according to claim l0, in which said locking member which serves to transmit thel tractive effort, is movably mounted in the upper projection and is provided with a nose projecting laterally from the vertical guiding surface for interlocking with a like member in an opposing head of like design.

12. Coupling according to claim, 10, in` which said head has its tractive and compressive axis or shank of the coupling intersecting the axis of the movable locking member and lies somewhat above the lower edge of the buffer surface which is formed on the projection in which the locking member is mounted.

13. Coupling according to claim l0, in which said head has an inclined surface at the mouth of the transverse bore which receives the locking member, for the purpose of depressing the pin of the counter head during the separation of the coupling.

14. Coupling according to claim 10, in which said head has a V depression at the mouth of the transverse bore which receives the locking member, said Vdepression extending beyond the whole height of the locking member for the purpose of receiving a locking member of greater height on the opposing head.

15. Coupling according to claim l0, in which said head has a movable locking member in the form of a cylindrical pin, at the inner end of which pin, a nose surface for transmitting the tractive effort, is formed.

16. Coupling according to claim 10, in which said head is characterized by a locking member in the form of Va coupling pin whose inner end is longer in the upward direction than in the tractive direction and its cross section. is of semi-c1."- cular form at the top and bottom.

17. Automatic buffer coupling for railway vehicles comprising a coupler head formed by two diametrically opposite projections and two substantially corresponding diametral recesses, each of said projections and recesses having inclined guiding surfaces for mutual lateral and vertical directing of opposing coupler heads of like design into coupling position; a vertically disposed guiding surface; a locking member projecting through said vertical surface and capable of interlocking with a like locking member in an opposing head of like design; said locking member being in the form of a cylindrical coupling pin with a semi-cylindrical locking nose; said pin being rotatably mounted and controlled so that in the releasing position the uncoupled pins of the heads lying together are caused to intersect on the inner front edges of their noses and mutually lock one another in the release position for the purpose of temporarily locking against rfa-coupling; and said head being vertically offset with respect to the axis of traction and compression or shank of the coupling so that both the tractive and compressive vforces are transmitted by that projection of the coupler head in which said locking member is mounted.

i8. Coupling according to claim 17, in which said pin is provided with a cam slot with which a guide pin fixed in the casing of the head co-operates for the purpose of automatically rotating the coupling pin.

19. Coupling according to claim 10, in which said locking member is in the form of a hollow coupling pin, andY a coupling spring is arranged within the coupling pin. v

2G. Coupling according to claim 10, having a locking member in the form of a rotatable hollow coupling pin within'which a spring is arranged, and a spring plate serving as an abutment for the pin spring, said plate participating in the rotation of the coupling pin.

21. Coupling according to claim 10, in which said head has the boring for the coupling pin formed out of two single borings somewhat displaced in the traction direction in such manner that the surfaces which transmit the tractive eiort are fully supported whilst play (27, 28) is permitted between the pin and the casing of the head.

22. Coupling according to claim 1, in which said head is provided with coupling means in the form of a locking member having a coupling nose surface arranged slightly inclined to the traction direction.

23. Automatic railway buer coupling in which the heads are guided into contact by two diametrically opposed projections on the head having inclined surfaces forming horizontal and vertical directing surfaces and independent buier or impact surfaces having a symmetrical arrangement of the planesl of the directing surfaces and also of the independent buer or impact surfaces which latter solely take up the buffer forces.

24. Automatic railway buffer coupling according to claim 23, in which the buffer surfaces arranged transversely to the traction direction solely take up the buffer forces, and an air space is left between the directing surfaces and their counterparts when twoheads are coupled together.

25. Automatic railway buier coupling according to claim, 23, having an interlocking member mounted in a projection of each head, and in which each head is vertically offset with respect to the axis of traction and compression so that both the compressive and tractve forces are wholly or mainly transmitted by those projections of the coupled heads in which the interlocking members are mounted.

LSZL KRTSSY. 

